Now, with Ford design getting more and more appealing--borrowed supercar styling cues be damned--the idea's not actually that zany.

Although Ford mainly left the Fiesta's mechanicals only, there's a brand new engine choice, a turbocharged 1.0liter threecylinder, in addition to the sporty fivedoor ST version with a 197hp, 1.6liter turbocharged four and sixspeed manual. We've already driven both, the Fiesta 1.0L in almost productionready prototype form and also the ST in European spec.

A brand new hood, front fascia, and headlamps bring Mini Me Fusion styling to the front end, and also the hatchback and sedan both get new taillights. Last year's S, SE, and Titanium trim levels carry over, and also the conventional equipment Ford added for 2013 employs for 2014, too.

Inside, the center stack has been somewhat recontoured to accept Ford's MyFord Touch touchscreen infotainment setup, previously unavailable on the littlest Ford. MyFord Touch is discretionary on SE models and conventional on Titaniums, also it's scaled down somewhat from the 8-inch screen size used elsewhere in Ford's line to a Fiesta-proper 6.5 inches. Unfortunately, MyFord's onscreen images and buttons are just scaled down to match the smaller display, meaning the system's miniature buttons are still more so here, and they're still closely grouped and slow to react. Such embarrassment isn't restricted to the motorist--the front passenger also must stretch to utilize the little display.

The Fiesta drives with a tasteful, substantial feel that belies its small footprint and pretty much just as it did before, meaning gently. Ford reengineered a number of the dash sounddeadening material and added some noise-quashing pads round the transmission tunnel, or so the Fiesta remains hushed on the main road. The suspension strikes an even balance between business roadholding in corners and good-damped conformity over barbarous Michigan pavement.

We criticized the discretionary Powershift sixspeed dualclutch automatic for its laggy response and slow, unpredictable gearchanges, when the Fiesta was launched. For 2014, Ford addresses the problem with reduced friction for the transmission and allnew applications mapping. Even though it still doesn't come close to matching the superiority of Volkswagen/Audi's dualclutch layout, it's a lot better than before. Shifts felt snappier, and petitions for downshifts were met with more urgency.

Also new this year is really a manual shift mode that's controlled via a really unsporty toggle switch on the face of the shift knob, in addition to an "S" sport mode. The foundation fivespeed manual again may be the transmission to get in case you're concerned with maximizing the Fiesta's meager forward drive. The shifter has nice actions, and also the clutch pedal is progressive and nicely weighted.

We've already covered the updated Fiesta's pricing, which rises somewhat, and now Ford has disclosed final fueleconomy numbers for the 2014 sedan and hatchback. Both body designs are again EPA rated for 29 mpg within the town and 39 mpg on the highway with the automatic. Strangely, manualequipped versions are downgraded from 29/39 to 27/38. A Ford representative told us the decline is attributable to testing variations between the automaker and also the Environmental Protection Agency.